CN108352120B - Monitoring device and monitoring method - Google Patents
Monitoring device and monitoring method Download PDFInfo
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- CN108352120B CN108352120B CN201680065386.1A CN201680065386A CN108352120B CN 108352120 B CN108352120 B CN 108352120B CN 201680065386 A CN201680065386 A CN 201680065386A CN 108352120 B CN108352120 B CN 108352120B
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/02—Systems using reflection of radio waves, e.g. primary radar systems; Analogous systems
- G01S13/50—Systems of measurement based on relative movement of target
- G01S13/52—Discriminating between fixed and moving objects or between objects moving at different speeds
- G01S13/56—Discriminating between fixed and moving objects or between objects moving at different speeds for presence detection
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
- B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/02—Systems using reflection of radio waves, e.g. primary radar systems; Analogous systems
- G01S13/04—Systems determining presence of a target
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
- G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
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- G—PHYSICS
- G08—SIGNALLING
- G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
- G08B21/00—Alarms responsive to a single specified undesired or abnormal condition and not otherwise provided for
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
- B60W2050/143—Alarm means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2554/00—Input parameters relating to objects
- B60W2554/40—Dynamic objects, e.g. animals, windblown objects
- B60W2554/402—Type
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
- G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
- G01S2013/9315—Monitoring blind spots
Abstract
A monitoring device for monitoring a condition of a rear lateral side of a vehicle, comprising: a radar having a first detection region for detecting an object traveling behind a vehicle and a second detection region having a width in a vehicle width direction that is narrower than the first detection region; a detector that detects a running state of the vehicle; and a controller that controls the radar by switching the first detection region and the second detection region according to a traveling state other than the traveling direction when the traveling direction of the traveling state is a straight traveling.
Description
Technical Field
The present invention relates to a monitoring device and a monitoring method.
Background
Further, patent document 2 discloses a vehicle rear-lateral side warning device that reliably warns a vehicle approaching from behind or a vehicle staying in a blind spot area of a host vehicle without warning a stationary object on a roadside such as a guardrail or a wall.
Patent document 3 discloses a technique for preventing the detection accuracy of another vehicle from being lowered due to the displacement of the rear-lateral warning region caused by the lateral displacement of the leading vehicle by detecting the position of the leading vehicle in the lane width.
Documents of the prior art
Patent document
Patent document 1: japanese laid-open patent publication No. 10-166974
Patent document 2: japanese laid-open patent publication No. 2006-88896
Patent document 3: japanese patent laid-open publication No. 2011-141746
Disclosure of Invention
Problems to be solved by the invention
In the techniques disclosed in patent documents 1 to 3, when traveling at a low speed due to congestion or the like, there is a fear that the rear vehicle approaches more than usual and an alarm may continue to be issued, and measures such as not issuing an alarm in such a situation are taken.
However, if the alarm is turned off at a low speed, there is a problem in that: even if there is an object such as a two-wheeled vehicle that passes through the side of the vehicle at the time of lane change at the time of congestion, or a two-wheeled vehicle that passes through the space between the roadside and the vehicle at the time of parking at the roadside, the warning cannot be given.
An object of the present invention is to provide a monitoring device and a monitoring method that can reliably detect an object that attempts to enter a side area of a vehicle of interest during low-speed traveling or the like.
Technical scheme
In order to solve the above problem, a monitoring device according to the present invention is a monitoring device for monitoring a situation of a rear side of a vehicle, the monitoring device including: a radar having a first detection region for detecting an object traveling behind the vehicle and a second detection region having a width in a vehicle width direction that is narrower than the first detection region; a detector that detects a running state of the vehicle; and a controller that controls the radar by switching the first detection area and the second detection area according to the traveling state other than the traveling direction when the traveling direction of the traveling state is a straight traveling.
With this configuration, it is possible to reliably detect an object that attempts to enter the side area of the own vehicle.
In addition, the present invention is characterized by comprising an alarm that issues an alarm when an object existing in the second detection area is detected when the controller selects the second detection area.
With this configuration, when an object attempting to enter the side area of the own vehicle is detected, the driver can be prompted to pay attention.
In addition, the controller may select the second detection region when the detector detects that the vehicle is traveling forward at a predetermined speed or less.
With such a configuration, the object attempting to enter the side area of the own vehicle can be reliably detected with a simple configuration.
In the present invention, the warning device issues a warning when it is determined that the object intersects a collision determination line set on a rear side of the vehicle.
With this configuration, it is possible to reliably detect a collision with an object attempting to enter the side area of the own vehicle.
In the present invention, the warning device issues a warning when an operation to change the traveling direction is performed in a state where the object is detected in the second detection region.
With this configuration, it is possible to reliably prevent an object attempting to enter the side area of the own vehicle from being caught.
In the present invention, the warning device may issue a warning when an operation to open a window or a door of the vehicle is performed in a state where the object is detected in the second detection region.
With this configuration, it is possible to prevent a part of the body of the occupant or the door from coming into contact with an object attempting to enter the side area of the own vehicle.
In the present invention, the controller may repeatedly set the two detection regions as the detection targets for a predetermined time period when the selection is switched from the first detection region to the second detection region or when the selection is switched from the second detection region to the first detection region.
With this configuration, it is possible to prevent the object from being undetectable when the detection area is switched.
In addition, the controller may select the first detection region when a traveling direction of the traveling state is a left turn or a right turn.
With such a configuration, not only the involvement of the user but also the collision can be avoided by setting a wide area as the detection area.
In the present invention, the second detection region is set at a position closer to the vehicle than the first detection region is at a vehicle-side end portion of the region.
With this configuration, it is possible to reliably detect an object that approaches the own vehicle and attempts to enter the side area.
Further, a monitoring method according to the present invention is a monitoring method for monitoring a situation of a rear side of a straight traveling vehicle by a radar, the monitoring method including: a detection step of detecting a running state of the vehicle; and a control step of controlling the radar by switching a first detection region, which is included in the radar and detects an object traveling behind the vehicle, and a second detection region, which is narrower in width in a vehicle width direction than the first detection region, according to the traveling state other than the traveling direction, when the traveling direction of the traveling state is a straight traveling.
According to such a method, an object attempting to enter the side area of the own vehicle can be reliably detected.
Advantageous effects
According to the present invention, it is possible to provide a monitoring device and a monitoring method that can reliably detect an object that attempts to enter a side area of the own vehicle, for example, during low-speed traveling.
Drawings
Fig. 1 is a diagram showing an example of the configuration of a monitoring device according to an embodiment of the present invention.
Fig. 2 is a diagram for explaining the operation of the embodiment shown in fig. 1.
Fig. 3 is a diagram for explaining a detection area for detecting a two-wheeled vehicle according to the embodiment shown in fig. 1.
Fig. 4 is a diagram for comparing a detection area when the motorcycle shown in fig. 1 is detected with a normal detection area.
Fig. 5 is a diagram for explaining details of a detection area for detecting a two-wheeled vehicle according to the embodiment shown in fig. 1.
Fig. 6 is a flowchart for explaining an example of the processing executed in the embodiment shown in fig. 1.
Detailed Description
Next, embodiments of the present invention will be explained.
(A) Description of the configuration of the embodiment
Fig. 1 is a diagram showing an example of the configuration of a monitoring device according to an embodiment of the present invention. As shown in the drawing, the monitoring device 10 mainly includes another vehicle detection unit 11, a vehicle state detection unit 12 of the own vehicle, a calculation processing unit 13, a steering detection unit 14, a direction instruction detection unit 15, and a warning unit 16.
Here, the other-vehicle detecting unit 11 is configured by, for example, a radar device that repeatedly irradiates a pulse-like radio wave to another vehicle and detects the position, speed, and the like of the other vehicle from the reflected wave thereof. The other vehicle detection unit 11 detects not only a two-wheeled vehicle such as a motorcycle or a bicycle but also a four-wheeled vehicle (including a three-wheeled vehicle and a vehicle having five or more wheels), a pedestrian, and the like.
The vehicle state detection unit 12 is configured by, for example, a vehicle speed sensor, a yaw axis sensor, a sensor for detecting the state of a transmission, a sensor for detecting the open/close state of a door or a window, and the like, and detects the traveling state of the vehicle and notifies the traveling state of the vehicle to the arithmetic processing unit 13.
The arithmetic Processing Unit 13 is configured by, for example, a CPU (Central Processing Unit), a DSP (Digital Signal Processor), an FPGA (Field Programmable Gate Array), and the like, detects a four-wheeled vehicle or a two-wheeled vehicle traveling behind based on information supplied from the other vehicle detecting Unit 11, the own vehicle state detecting Unit 12, the steering detecting Unit 14, and the direction instruction detecting Unit 15, determines whether or not there is a possibility of collision, and issues a warning via the warning Unit 16 when it is determined that there is a possibility of collision. The arithmetic processing unit 13 detects a two-wheeled vehicle that attempts to pass through the side of the own vehicle at the time of congestion or the like, determines whether or not there is a possibility of collision with the two-wheeled vehicle, and, if it is determined that there is a possibility of collision, issues a warning via the warning unit 16.
The warning unit 16 is configured by, for example, a speaker that emits a warning sound, a blinking LED (Light Emitting Diode), or the like, and emits a warning sound to call the driver's attention when the arithmetic processing unit 13 determines that there is a possibility of collision or contact.
(B) Description of operation of embodiments of the present invention
Next, the operation of the embodiment of the present invention will be described. As shown in fig. 2, assume the following case: on a congested road, a motorcycle B such as a motorcycle or a bicycle passes through the left side of the host vehicle C and another vehicle C1 while the host vehicle C and the other vehicle C1 are traveling or parked.
In the present embodiment, the arithmetic processing unit 13 refers to the information output from the own vehicle state detection unit 12, and when the traveling speed of the own vehicle is equal to or lower than a predetermined speed (for example, 10km/h), the transmission is not reverse (back), the own vehicle C travels straight, and the target detected by the other vehicle detection unit 11 is present on the rear side of the own vehicle C, switches from the normal operation mode to the operation mode for detecting the passing of the two-wheeled vehicle. The straight running of the vehicle includes some meandering. As the determination of the straight traveling, for example, when the yaw rate is smaller than a predetermined threshold value, it can be determined as the straight traveling.
In the operation mode for detecting the two-wheeled vehicle, as shown in fig. 3, detection regions Dr and Dl are set on the side of the rear portion of the own vehicle C. The detection regions Dr and Dl are set symmetrically with respect to the own vehicle C, and the length L of the region in the traveling direction (Y direction) is, for example, about 10m, and the length of the region in the direction (X direction) orthogonal to the traveling direction is, for example, about 0.7 to 1.5 m. These detection regions Dr and Dl are set at positions that are at a distance G (about 0.9 m) from the side surface of the vehicle. The above numerical values are examples, and other numerical values may be used.
Fig. 4 is a diagram comparing a detection region for detecting the operation mode of the two-wheeled vehicle with a detection region for detecting the normal operation mode. The left side of fig. 4 shows a detection region for a normal operation mode, and the right side shows a detection region for detecting an operation mode of a two-wheeled vehicle. In the normal operation mode, the detection region Dln is set not only at the rear of the vehicle but also at the side, so-called a field of view. Here, the length of each part of the detection region is, for example, a is 0.5m, b is 2.0m, c is 0.5m, and d is 3.5 m. As described above, when the detection region for detecting the operation pattern of the two-wheeled vehicle is compared with the detection region for the normal operation pattern, the main differences are: the width is narrow, the field of view is not present, and the vehicle-side end portion is disposed at a position close to the vehicle (i.e., c > G). The detection regions of the four-wheel vehicle and the two-wheel vehicle shown in fig. 3 and 4 are examples, and may be formed in shapes other than these.
When the setting of the detection regions Dl and Dr for detecting the two-wheeled vehicle is completed, the arithmetic processing unit 13 refers to the information supplied from the other vehicle detection unit 11 to determine whether or not the two-wheeled vehicle is present in the detection regions Dl and Dr, and if it is determined that the two-wheeled vehicle is present, detects the position (X, Y) and the speed (Vx, Vy) of the two-wheeled vehicle B. The position of the two-wheeled vehicle B can be represented by, for example, an orthogonal coordinate system with the center of the own vehicle C as the origin. Fig. 5 is a diagram showing a relationship between the two-wheeled vehicle B and the detection area Dl. In the figure, the position (X, Y) of the two-wheeled vehicle B is represented as coordinates of the tip portion of the two-wheeled vehicle B. The speed (Vx, Vy) of the two-wheeled vehicle B is represented by the speed of the two-wheeled vehicle B in the X direction and the speed of the two-wheeled vehicle B in the Y direction. The example of fig. 5 is an example, and the position and the velocity may be expressed by other methods. For example, the position (X, Y) of the two-wheeled vehicle B may be set at the center of the two-wheeled vehicle B instead of the tip portion of the two-wheeled vehicle B.
Next, the arithmetic processing unit 13 performs TTC (Time to Collision) line intersection determination using the X, Y, Vx, Vy obtained as described above, and if there is a possibility of intersection, a warning is issued via the warning unit 16 to call the driver's attention. More specifically, the distance that the two-wheeled vehicle B travels in the X direction during the time τ is Vx × τ, and it is the case that Vx × τ < W is satisfied that the two-wheeled vehicle B stays in the detection area. Note that if T is the time until the two-wheeled vehicle B reaches the TTC line, T is Y/Vy, and T < TTC set time is the intersection with the TTC line. The TTC setting time may be, for example, about 1.5 seconds. Note that, in the case of the normal operation mode, the TTC setting time is, for example, about 5 seconds. Therefore, when Vx × τ < W is satisfied and Y/Vy < TTC set time is satisfied, the arithmetic processing unit 13 issues a warning via the warning unit 16.
According to the above processing, for example, when the vehicle C is traveling at a low speed due to a traffic jam or the like, the arithmetic processing unit 13 can switch from the normal operation mode for detecting a two-wheeled vehicle or a four-wheeled vehicle to the operation mode for detecting a two-wheeled vehicle as shown in fig. 3, and issue a warning when the two-wheeled vehicle B attempts to pass through the side of the vehicle C. This prevents the two-wheeled vehicle B from being caught up by switching the direction without knowing that the two-wheeled vehicle B is traveling rearward. Further, it is possible to avoid a situation in which the two-wheeled vehicle B is not aware of the rear traveling and the door is opened and collides with the door. Alternatively, the two-wheeled vehicle B can be prevented from coming into contact with or colliding with a hand or an article extended by opening the window by the rider of the own vehicle C. Further, by setting the width W of the detection regions Dl and Dr to be narrower than usual, for example, a pedestrian walking on a sidewalk, a bicycle running on a sidewalk, or the like can be excluded from the detection object, and therefore, occurrence of erroneous detection can be prevented. Furthermore, the experiments confirmed that: by detecting an object using a pulsed radio wave, for example, even when a metal body having a strong reflection is present adjacent to a pedestrian or the like having a weak reflection, the object can be easily separated and detected.
Next, details of the processing performed in the embodiment shown in fig. 1 will be described with reference to fig. 6. When the process of the flowchart shown in fig. 6 starts, the following steps are performed.
In step S10, the arithmetic processing unit 13 acquires the state of the own vehicle with reference to the output of the own vehicle state detection unit 12. For example, the arithmetic processing unit 13 acquires information such as the vehicle speed, the yaw rate, and the state of the transmission, which are output from the own vehicle state detection unit 12.
In step S11, the arithmetic processing unit 13 determines whether the vehicle speed of the own vehicle is less than a predetermined threshold value Th, and proceeds to step S13 when the vehicle speed is less than the predetermined threshold value Th (vehicle speed < Th) (yes in step S11), and proceeds to step S12 when the vehicle speed is not greater than the predetermined threshold value Th (no in step S11). For example, if the vehicle speed is less than 10km/h, the determination is yes and the process proceeds to step S13.
In step S12, the arithmetic processing unit 13 executes a normal determination process. More specifically, the arithmetic processing unit 13 sets a detection area Dnl (see fig. 4) and a detection area Dnr (not shown) for detecting both the four-wheel vehicle and the two-wheel vehicle, detects a target in the detection area, and executes a normal process for determining the possibility of collision between the target and the own vehicle C.
In step S13, the arithmetic processing unit 13 refers to the output of the other vehicle detecting unit 11 to determine whether or not the target is present on the rear side of the own vehicle C, and proceeds to step S14 when it is determined that the target is present on the rear side (yes in step S13), and proceeds to step S12 when it is not (no in step S13). More specifically, as an example, when the vehicle body width of the own vehicle C is Wc, if the position of the X coordinate of the target detected by the other vehicle detecting unit 11 is X < - (Wc/2) or X > (Wc/2) and Y <0, it is determined that the target is located on the rear side (yes) of the own vehicle C, and the process proceeds to step S14.
In step S14, the arithmetic processing unit 13 determines whether or not the state of the gear of the transmission of the own vehicle is set to a state other than the reverse (reverse) with reference to the state of the own vehicle C acquired in step S11, and proceeds to step S15 in the case other than the reverse (yes in step S14), and proceeds to step S12 in the case other than the reverse (no in step S14). For example, if the gear is set to "D" (Drive), the routine proceeds to step S15.
In step S15, the arithmetic processing unit 13 refers to the state of the own vehicle C acquired in step S11, and proceeds to step S16 when it is determined that the own vehicle C is traveling straight (yes in step S15), and proceeds to step S12 when it is not so determined (no in step S15). For example, when the yaw rate is, for example, 0.5deg/S or less with reference to the output of the yaw axis sensor, it is determined that the vehicle is moving straight (yes), and the process proceeds to step S16.
In step S16, the arithmetic processing unit 13 sets a detection region corresponding to the two-wheeled vehicle. More specifically, the arithmetic processing unit 13 sets detection regions Dl and Dr as shown in fig. 3 on the side of the rear portion of the own vehicle C.
In step S17, the arithmetic processing unit 13 determines whether or not a two-wheeled vehicle is present in the detection regions Dl and Dr, and proceeds to step S18 when it is determined that a two-wheeled vehicle is present in the detection regions (yes in step S17), and proceeds to step S22 when it is not determined that a two-wheeled vehicle is present in the detection regions (no in step S17). For example, as shown in fig. 2, when the two-wheeled vehicle B passes through the left side of the following other vehicle C1 and approaches the own vehicle C, it is determined that the two-wheeled vehicle B is present in the detection area Dl shown in fig. 3, and the routine proceeds to step S18.
In step S18, the arithmetic processing unit 13 calculates the position (X, Y) of the motorcycle detected in step S16. More specifically, the arithmetic processing unit 13 calculates the position (X, Y) of the two-wheeled vehicle B shown in fig. 2 as a coordinate point on an orthogonal coordinate system having the center of the own vehicle C as the origin, for example.
In step S19, the arithmetic processing unit 13 calculates the speed (Vx, Vy) of the two-wheeled vehicle detected in step S16. More specifically, the arithmetic processing unit 13 calculates the speed (Vx, Vy) of the two-wheeled vehicle B shown in fig. 2.
In step S20, the arithmetic processing unit 13 determines whether or not the two-wheeled vehicle B intersects the TTC line, and proceeds to step S21 if it is determined to intersect (yes in step S20), and proceeds to step S22 otherwise (no in step S20). More specifically, whether or not the TTC line intersects is determined using X, Y, Vx, Vy obtained by the above processing.
In step S21, the arithmetic processing unit 13 issues a warning via the warning unit 16 to call the driver or the passenger attention.
In step S22, the arithmetic processing unit 13 determines whether or not to repeat the processing, and if it is determined to repeat the processing (yes in step S22), the process returns to step S10, repeats the same processing as in the above case, and otherwise (no in step S22), ends the processing.
From the above flowchart, the aforementioned actions can be realized with reference to fig. 1.
(D) Description of the modified embodiments
The above embodiments are merely examples, and it is needless to say that the present invention is not limited to the above cases. For example, in the above embodiment, the warning is issued when it is expected that the two-wheeled vehicle B detected in the detection regions Dl and Dr will intersect with the TTC, but in addition to this, for example, a warning may be issued when it is expected that the two-wheeled vehicle B will intersect with the TTC, that is, when the steering wheel or the direction indicator is operated on the lane side on which the two-wheeled vehicle B is traveling. According to such an embodiment, the two-wheeled vehicle B can be prevented from being involved. In addition, for example, a warning may be issued when the two-wheeled vehicle B attempts to open a window or a door on the side through which the vehicle passes. According to such an embodiment, the two-wheeled vehicle B can be prevented from colliding with or coming into contact with a hand or a door when the hand or the like is extended from the window or the door is opened. When the two-wheeled vehicle B is detected in the detection regions Dl and Dr, the driver can be alerted by, for example, lighting an LED or giving a warning such as a sound regardless of whether the two-wheeled vehicle B intersects the TTC.
Although the detection regions Dl and Dr are fixed, the widths W and lengths L of the detection regions Dl and Dr may be changed according to the traveling speed of the own vehicle C, for example. For example, the length L may be increased or the width W may be increased in accordance with a decrease in the speed of the own vehicle. Since a decrease in the speed of the own vehicle C means an increase in the relative speed with respect to the two-wheeled vehicle B, the length L, W is increased in accordance with the decrease in the speed, and thus a two-wheeled vehicle present at a further distance can be detected and used as a warning target.
In the above embodiment, the case where the own vehicle C travels at a low speed is described as an example, but a warning may be issued when the own vehicle C is stopped, for example, at a time of congestion or at a time of a waiting signal, for example, when a foot is disengaged from a brake pedal, an accelerator pedal is operated, or the gear is changed from neutral to forward.
In the above embodiment, the case where the two-wheeled vehicle passes through has been described as an example, but an object other than the two-wheeled vehicle (for example, a wheelchair, a walking assist vehicle, a tricycle, or a pedestrian) may be detected.
In the flowchart shown in fig. 6, the determination is performed based only on the state at that point in time, but a history of past information may be stored and the determination may be performed based on the history. According to such a method, even when the road condition changes abruptly, it is possible to prevent the occurrence of erroneous determination.
In the above embodiment, only one of the processes of detecting the two-wheeled vehicle shown from the normal determination process shown in step S12 to step S15 in fig. 6 is executed, but both of the processes may be repeatedly executed when the processes are switched. For example, when switching from the normal determination process to the process of detecting a two-wheeled vehicle or when switching from the process of detecting a two-wheeled vehicle to the normal determination process, both processes may be repeatedly executed for a predetermined time (for example, about 10 seconds). According to such an embodiment, it is possible to prevent unnecessary warning from being issued during the transition period of the switching process. For example, in the case where the target is detected in each process, the process may be continued until the target is in a safe state.
In the above embodiment, when a vehicle attempting to pass through is detected, only the vehicle of the vehicle is used to issue a warning, but for example, when vehicle-to-vehicle communication can be performed, the vehicle attempting to pass through may be notified to an adjacent vehicle, and the driver of the vehicle may be alerted.
In the above embodiment, the other vehicle detection unit 11 is a radar device that detects the object by radiating radio waves, but the object may be detected by a method other than radio waves. For example, the object may be detected by irradiating ultrasonic waves and analyzing the reflected waves, or by irradiating light such as infrared rays or ultraviolet rays and analyzing the reflected waves. Further, the periphery of the vehicle may be captured by a camera, and an image of a region corresponding to the detection region may be cut out from the captured image and processed.
In the flowchart shown in fig. 6, it is determined whether or not the target is present on the rear side of the vehicle in step S13, but this process may be omitted and the detection region may be selected based on the vehicle speed, the state of the gear, and whether or not the target is traveling straight.
In addition, when the detected speed of the target is lower than the predetermined speed, the warning may not be given, for example, according to the setting of the occupant. For example, in the case of an object that takes 3 seconds or more to approach from 10m behind the own vehicle (an object having a speed of less than 3.33 m/s), considering that the object is a pedestrian walking around the vehicle, if such an object is also an object to be warned, it may become complicated depending on the usage environment, and therefore, for example, the warning may not be given depending on the setting of the occupant.
Description of the reference numerals
10 monitoring device
11 other vehicle detecting part (Radar)
12 my vehicle state detector
13 arithmetic processing unit (controller)
14 steering detection unit
15 Direction indication detecting part
16 Warning section (Warning device)
Claims (7)
1. A monitoring device for monitoring a condition of a rear side of a vehicle, comprising:
a radar having a first detection region for detecting an object traveling behind the vehicle and a second detection region having a width in a vehicle width direction that is narrower than the first detection region;
a detector that detects a running state of the vehicle; and
a controller that controls the radar by switching the first detection area and the second detection area according to the traveling state other than the traveling direction when the traveling direction of the traveling state is a straight traveling direction,
the controller selects the first detection area when the traveling direction of the traveling state is a left turn or a right turn,
the controller selects the second detection region when it is detected by the detector that the vehicle is traveling forward at a speed equal to or lower than a predetermined speed,
the first detection areas are respectively provided on the left and right of the rear portion of the vehicle, the second detection areas are respectively provided on the left and right of the rear portion of the vehicle,
the second detection region is set at a position at which a vehicle-side end portion of the second detection region is closer to the vehicle than the first detection region.
2. The monitoring device of claim 1,
comprising: and an alarm that, when the controller selects the second detection area, issues an alarm when an object existing in the second detection area is detected.
3. The monitoring device of claim 2,
the warning device issues a warning when it is determined that the object intersects a collision determination line set on a rear side of the vehicle.
4. The monitoring device of claim 2,
the warning device issues a warning when an operation to change the traveling direction is performed in a state where the object is detected in the second detection region.
5. The monitoring device of claim 2,
the alarm generates an alarm when an operation of opening a window or a door of the vehicle is performed in a state where the object is detected in the second detection region.
6. The monitoring device of claim 1,
the controller repeatedly sets the two detection regions as detection targets for a predetermined period of time when switching selection from the first detection region to the second detection region or when switching selection from the second detection region to the first detection region.
7. A monitoring method for monitoring a situation of a rear side of a straight traveling vehicle by a radar, comprising:
a detection step of detecting a running state of the vehicle; and
a control step of controlling the radar by switching a first detection region, which the radar has, for detecting an object traveling to a rear side of the vehicle, and a second detection region, which is narrower in width in a vehicle width direction than the first detection region, according to the traveling state other than the traveling direction when the traveling direction of the traveling state is straight, wherein the control step selects the first detection region when the traveling direction of the traveling state is left-handed or right-handed,
selecting the second detection region when it is detected that the vehicle is traveling forward at a speed equal to or lower than a predetermined speed,
the first detection areas are respectively provided on the left and right of the rear portion of the vehicle, the second detection areas are respectively provided on the left and right of the rear portion of the vehicle,
the second detection region is set at a position at which a vehicle-side end portion of the second detection region is closer to the vehicle than the first detection region.
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| JP2015-220801 | 2015-11-10 | ||
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| CN108352120A CN108352120A (en) | 2018-07-31 |
| CN108352120B true CN108352120B (en) | 2021-10-29 |
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| DE102017219902A1 (en) * | 2017-11-09 | 2019-05-09 | Robert Bosch Gmbh | Method and control unit for blind spot monitoring on a two-wheeler |
| US20180215377A1 (en) * | 2018-03-29 | 2018-08-02 | GM Global Technology Operations LLC | Bicycle and motorcycle protection behaviors |
| WO2020202357A1 (en) * | 2019-03-29 | 2020-10-08 | 本田技研工業株式会社 | Information provision device and vehicle equipped with said device |
| JP6896023B2 (en) * | 2019-07-02 | 2021-06-30 | 三菱電機株式会社 | Vehicle approach notification system and vehicle approach notification method |
| WO2021053763A1 (en) * | 2019-09-18 | 2021-03-25 | 本田技研工業株式会社 | Driving assistance device, driving assistance method, and program |
| JP6887471B2 (en) * | 2019-09-20 | 2021-06-16 | 三菱電機株式会社 | Rear side alarm device for vehicles |
| CN110949381B (en) * | 2019-11-12 | 2021-02-12 | 深圳大学 | Method and device for monitoring driving behavior risk degree |
| WO2021152821A1 (en) * | 2020-01-31 | 2021-08-05 | 三菱電機株式会社 | Preceding vehicle determining device and preceding vehicle determining program |
| US11535246B2 (en) * | 2020-03-30 | 2022-12-27 | Denso Corporation | Systems and methods for providing a warning to an occupant of a vehicle |
| JP2022151314A (en) | 2021-03-26 | 2022-10-07 | パナソニックＩｐマネジメント株式会社 | Control unit, warning control method, and program |
| RO137337A2 (en) * | 2021-09-30 | 2023-03-30 | Toyota Jidosha Kabushiki Kaisha | Apparatus for assistance upon exiting a vehicle |
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| Publication number | Publication date |
|---|---|
| EP3376486A4 (en) | 2019-01-09 |
| JP6757738B2 (en) | 2020-09-23 |
| US20180259636A1 (en) | 2018-09-13 |
| EP3376486B1 (en) | 2023-05-10 |
| US10901078B2 (en) | 2021-01-26 |
| EP3376486A1 (en) | 2018-09-19 |
| CN108352120A (en) | 2018-07-31 |
| JPWO2017082370A1 (en) | 2018-10-04 |
| WO2017082370A1 (en) | 2017-05-18 |
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